Ernst Englander

Major, AC
for
Eric M Watburg
LtCol.AC
Summary Report
Headquarters Repolt No. F-SU-1111.ND
Air Maternal Command Date
IO January 1946
Wr,ght F,eld. Dayloon, Ohlo

Me262A.1
Pilors Handbook
F D Van Wart
1st Lt. Air Corps
Approved By
Walter F. Nyblade.
Mai.x Au Corps
Chef, Aircrafl Branch
Technical Secbon Analyns D~v!slan
lntell~genct (T .2)
For the Commandng General
M E Gall. Lt Colonel, Air Corps
Acbng Chef. Analysts DIVISION
lntelhgence (T 2)
Table of Contents
Se&n 1 Dewpi~on
Gelleiai 95
Flight Controls 95
Throttle Controls 96
Landmg Gear Controls 96
Brake Controls 96
HydraulicSystem Control 96
Electrical Controls 97
Fuel system controis 97
Pilot Heat Control 97
Wmdshleld Defiostlng 98
Wmdshield Defrosting 96

section2
Pilot opeabng lnstlUctiins
Before Entering P~lotlsCompatiment BE
On Entermg PIIOYSCompartment 98
Fuel System Management 99
Starling Procedure 99
WarmUp and Ground Test 100
Taxiing 100
Take.Off 101
Engine Failure Dung TakeOff 101
Stalls 102
Spins 102
Permlsslble Acrobatics 102
Dmg 102
Speed and RanQe 102
To Turn off Jet Unit during Flight 103
To Slad Jet Unn duong Flight 103
Approach and Landing 103
Stopplng Jet Units 104
Before Leaving the PiI& Compartment 104
Fkght Operating Data
Eogme Operating Data 104
A,r Speed Correclion Table 104

Emergency Operating Instructions

Flight on one Jet Unii 105
Emergency Shut-Down of Jet Unii dudng Flight 105
Emergency Operation of Landing Gear and Flaps 105
Tire Blow-Out dudng TakcCJH or Landing 105
Bail-Out 105
Landing with One Jet Umt 105
Possible Failures of the Engines in Starting and in Flight 106

sactke6
Operational Equipment
Heating and Ventilating 101
Oxygen System 106
Armament 1081
Communications Equlpmeol 106

AppmdlXl
Length of Runway 108
Flight 108
e The Me-262 is a single place jet.propelkd aircreR used es a Rghtecbomber The
low swept beck wmg 16 e symmetncel airfall se&on wth square tipa. Automatic
leadrg edge wing 61015we incorporated in the wing de%gn The fuselage of the Me
262 1smangle shaped with an unusually long nose, and a tell assembly of a single
fin and rudder The undercarnage IS a equat tncyek type Power IS pmvded by two
propuklon units under the wmg.
b The approximate dlmenrionr of the aircraft are a6 follows
(1) Wing span 41 R
(2) Overall length 34 ft 9 in
(3) Height of fin above the ground 11 R 4 in
c The aifpkne gross weight runs between 10154 lb (empty) and 14272 lb
(with maximum fuel)
d. The propukion undo wneiit of two Junkers TL (Jumo 004) axial-flow type
jet engmes. The paver output is wntmlkd by the rate et whch fuel 6 eupplled
to the burners

a The fbght controk are conventional, using p&pull r6ds throughout

(I) The sikmns were designed to uee %efvotabs. but the
amaR recaved have had the a~iemn tebe mnvened to a
ground adjustable type, wing turnbuckkt for adjustment
(2) The ekvetor trim tabs wete aka Intended to be of the
e.?ryotype. but, on the aweft received, have been fued by
nvetlng in posltlon.
(3) The rudder employs e mntmikble tab, opaatwe from the
cockpl. The tab control IS on the left wJe of the codylit
(See fg 2-11.) A paltao” indicator (See fg 2-12) mdlcates
the amount of tab adfuetment
b There !e a horizontal stabilizer trim control indicator The angle of mcldence
of the stebllker ISvaried by en ekctfk mote to trim the aircraft The controls
are operated by lever ecbon (See fu 2-3 ) Horvontal stablker posR~n is
shown on indhxtor (See fig 2-4 ) Power is supplied to the controls by the
watch in the main watch panel (See fig 4-Q )
c wmg flaps
(1) The Handley-Page typ-3fkps are operated by two push
buttons (See fq. 3-Z). Flap poelion k indicated by greduattan
of 0 decree, 10.. 20.. 30.. 40. and 50 decree marked on the
upper rutice of the flap: the 20 decree pod&an wed for
 take.df k marked fed
(2) Emergency lowering of the winp flap is scwmplished by
the use of an emergency compressed air system. Operation is
accomplished by opening the operating handle [See fg. 2.2),
two complete turns
Wamkg:Beswethevmehopmdwmcampktehnm.

Rro(l*cmbals
a. The thmttk mntrols an located at the pi!& left, (See fg. 2.9) and an the
only power controls on the airplane. The black buttons. one on each throttle.
me used to close the circub for starting ignition on the engines. The throttles
we quipped wdh sttopsto prevent accidental full cbsing and stalling of the
engines

Lallmg~~com!A
a. Under normal mndiinr the landing gear b raked or bwered by use of the
two push bunons. (See fg. 33). k is hydrauWly operated. but becauac of
the low capacity of the hydraulic pump, k is slow in operation.
b. Compreswd air is used for emergency operation of the undercarriage. but
lwcn the nos.?wheel and main undercarriage fairing, only.
The undercatige MI falls under the influence of gravity. and kddng may
require the ass~stann of dide slipping. Opemtbn of the mmpnssed air
emergency system is aowmplished by opening the operating handle (See fg.
2-t) at least two mmpkte turns
Wamhtg: Be sure to opn two cm@ate turn.
c. Landing gear position indicaton are provided for each unit of the
undercarriage mdixdor. (See fg. 3.5) left main gear indicator, (See fig 34)
nose wheel, and indicator. (See fg. 3-7) right main gear

Bnka centrots
a. The brakes embody a onwentkmal hydmuk system, independent of the
landing gear and flap hydra& system.Operation is accomplished by applying
pressure wkh the toes on the rudder pedals.
b. A brake is ako incorporated in the nose wheel. Opsrati~n ir aoxmpllahed
by “6~ of the nose wheel brake control lever. (See fKJ.1-17).

Hynulk System Cordrob

a. The engine dtien hydraulic pump is in opentbn whenever the poti engine, -
to which fi is attached, is operating Secause of the low Eapacltyof the pump.
operabon of the landing gear is slw. and tin allowanc4 mu$t be considered
when approaching for a landing
 b Hydraulic power is used lo operate the flaps and landing gear
c A compressed a!r emergency systemis incorporated to be used for lowering
naps and landing gear in event of failure of the hydraulic system

Skdtkrl Contrds
a The electrical sy,ystem is in operation whenever the banen, switch. (See fig
4-13) and the generator winches, (See Ag 4.11 and 12) are in the “on”
pornlo”
b A circuti breaker is located to the left side of the cockpl. (See fig 3-l) and
reliever the entire elec+rLal system m the event of an overload The circu4
breaker can be reset by pushing the button (See fig 3.1).
c The external power supply plugs into a socket on the nght hand sde of the
fuselage just above the wing
d The mverierswltch ISlocated in the man switch panel [See fig 4.10)

Furl System C&t&

a The capacd~e~of the fout (4) fuel tanks are as listed,
1 Front main fuel tank 240 gal
2 Rear main fuel tank 204 gal
3 Front auxiliary tank 53 gal
4 Rear aux~harytank 156 gal
Total 655 gal
b Fuel is supplied to the engines from the hvo main fuel tanks, one located in
front of the pilot and one m back of the pilot Edher engine can be supplled
from either tank. depending upon the p&on of the fuel relector and shut off
controls located next to the thronks. (See fig. 2.20) The fuel p”mpS are put
into operation by the push button switches located m the main wtch panel
(See fig 4-3 and 4 )
c Fuel transfer i$ accomplished by operation Ofthe push button switch located
in the Mann w&h panet. (See fig 4-2) Fuel IS transferred from the rear
auxhary tank to the man fuel tanks only Transfer from the auxiliary fuel tank
located beneath the pilot’s compartment 1saccompltshed by pumpmg into the
war auxhy tank and then into the mm” fuel tanks Fuel transfer ISautomate
upon operation of the fuel transfer swtch
Fuel 1stransferred at unequal rates Into the two main cells, tansfemng into the rear
tank three times as fast as Into the fonvaid fuel tank

PIM Heat Conads

a Pilot heat is applied by operating the pilot heat s&h located 111the mar
switch panel (See fig 4-6)
 Wlnd8hletd
oefmeq
e Windshield defrosting is accompfirhec by applymg windrhiild heal through
opcrabon of the wmdsh!ek, heater switch. (See fig. 4.23).

~vlolaonuomt
a. The lights are operated by a switch located in the main w&h panel. (See
ftg 4.7)

Bwtbn2
PW OPmthg -9
Betom Mulng Plk#s CornpltImwd
a. Flight reslricbons: Only normal frying maneuvers should be performed with
thm wrplane unbl further data is obtained. No high speed dives should be run.
b. AirSpeed Limrtatwns: The maximum allowable airspeed (IAS) is 950 kmfnr
(590 mph).
c. Center of GravityP&in: Wiih the three fomard fuel tanks full and the rear
one empty, the best center of gravity position will be maintained. This g 156
in. afl of the nose.
d Take.off Gross Webht and Balance
(1) The normal take-aff gross weight ir 14272 lb., 10154 lb.
basic, plus 4119 lb. for fuel. pild. end ballast.
(2) The most rearward permissible p-x&on of the center of
gravityk 33% MAC. If thii posnlon is exceeded the airplane
bemmes unstable about the lateral axis. is apt to yaw about
the vetikal axis. and automatIcally stalls in a turn. Under
normal condition of fuel capacity this p&ix is not
exceeded. Referto fuel through directions.
a. How to gain Entrance The cowling on the left hand engine incorporates two
steps and a hand hold which permn easy access to the top of the wing. Another
step is pmvtied in the fuselage below the cockpoicanopy for entry into the cockpit
The central potiin of the canopy 18hmged along the rylht hand edge and is raised
from the IeH hand @de. lt can be locked in place only from the inside

On CnbIhlg PlbrS ComPaftlNnt

a. Check before all fights
(1) Check weight end balance
(2) Check Form 1.
(3) Diluter lever on normal oxygen.
(4) Oxygen reguktor ahide dial on nomml.
(5) Oxygen pressure 400 to 450 lb. one sq in.
 (6) Set the altimeter and clock
(7) Baltery switch (See fg. 4.13) off
(6) Gene&or witches (See fig. 4.11 and 12) on
(9) Pilot heat switch (See fig 48) off
(IO) External ~OWC~SOUKC connected
b Special check for night flying
(I) Navigation lights (See fig 4-7)

Fud system mnrpembn(:

a Fuel Selector Swlcher: The fuel valve contfol8, (See fQ 2-15) have three
postwns: rear position fuel shut off, canter postimo rear mam fuel tank, and
fomard position front main fuel tank In order to maintain a &able center of
gravity,the folbwing selectorvatve posllons have been found to be pmcb~al
(1) When starting the jet units and taxing Both fuel s#eCtOl
valves at rear main fuel tank
(2) During take-off and in Rght Lefl hand unl at front main
fuel tank and ipht hand unit at rear mam fuel tank AHer
about ten min. of Rymg time, swtch on the fuel transfer
system off the fuel transfer system when the fuel 9sge
shows 903 liters (235 gal) as there may be danger Of ‘uel
running over
(b) Fuel transfer Fuel transfer switch% are located In the dght &de of the
coekppd,main swlch panel (See fig 5-l) Fuel is pumped from the 53 gal (Z?O
kc,) tank to the 166 gal (600 Me,) lank and then to the front and mar ma,”
tanks The fuel is pumped into the rear main tank at a faster Me than IntOthe
front main tank The ratio is 3 1

starung Procedures wamkt:

All personnel should keep a mimmum distance of Seven (7) feet from the intake
and exhaust openmgsof the engines
(1) Connect external ba@ry
(2) Turn on’
(a)Battew s&h
(b) lnverter
(c)Generators
Note’ Electric fuel pumps are provided and can be used in cold weather wndfbons
when und is hard to start TheOe pumps supply gasolme to the burners They should
be shut affwhen a speed of 3000 rpm is reached
(3) Turn fuel selector valveoff
(4) Throttles closed
 (5) Push down starter handle to prime Riedel starbng motel
(6) Pull starler handle and hold. a, the same time press
tachometer bunon and hold Th!s puts tachometer in low
speed range
(7) When ,et “n,, has leached 700 to BOO rpm, press ,gn,bo”
bunon on right stde of thronle and hold. A deep throbbing
now? IS heard as the “nn beglns ftnng The speed will
mcrease to ,600 10 2WO rpm at this t,me
(8) R&are starter handle and tachometer bunon, open fuel
selector valve (rear tank position) and slowly advance
throUle to 3000 rpm.
(9) Al 3000 rpm release throUle inanition bunon
b. The jet !s now running on the main fuel supply. Exhaust temperature must
not rise above 650 Celsius. If the ,e, “nn fails to start, release throttle ignltlon
bunon The ,a p,pe should be wiped clean of any wcted fuel before
repeaftng starting process Othenwse a fire may start Whenever there 1s a hre
or smoke ,n rhe tuibmes, release stalter handle a, once Due to this fire
hazard. a fire exbng”,sher should atways be ready

WarmUp and 0r0un-d Tee:

(1) Trim stabilrer at 0 degree to i, degree With full
auxiliary tank “se +2 to t3 degree.
(2) Set Ien engme fuel elector valve on front tank and right
engme fuel selector v&e on rear tank
(3) Se, flaps a, 20 degrees. Gradations are marked on upper
surface of flaps
(4) Open thronles very slowly to 7000 01 8000 rpm. A, this
speed the needle valve in the tall pipe should move to the
fully extended rearward poslt~on This IS visible from the
cockpit and indwtes that maximum thnrs, 15 being
developed
(5) Check exhaust temperature gage for no, wer 650
degree Celsius
(6) Check fuel pump pressure gages for 50 to 80 kglsq cm

a Cau,,on must be used ,” tawng because the rudder 1s lneffectlve and

steeong by cnglne thrust IS dlffic”lt as thnrst builds up too slowly Brakes are
the only means pf control. and twng sho”,d be done with ]et “nits running a,
4000 to 6000 rpm The Iall of the ship must no, be turned toward lnfiammable
objects
 (1) Hold aircraft with main wheel brakes and open throttler
vefy slowly to 7OOarpm
(2) Release brakes and open lhrotdec fully Make directnnal
coriecllons with brakes only After Rying speed (appro.
mately 180 10 202 kmlhr 112 125 mph) has been
atiained, pull gently back on stick to iaw nose wheel and
make the take-off
(3) Apply brakes anU retract gear when airborne Landing
gearsgnal Ikghtshouti indicate wheels in up posti~on
(4) Retract flaps. airplane wli not drop lhrough
Note. By opening throttles too fast up to 7000 rpm there is danger of cawng
cewtations n one of the compressor stages. that is, by runhng up loo quickly the
compressor if overloaded and the smooth air flow breaks up lust as It does on a
stalled wng. If take-off 1s continued. msufftient a8r f!wws through but the rame
amount of fuel is injected. resulting in insufficient power.

En&We Failure d!~rkig TakeOn

a If the speed of the arcraft is law, &se the throttles and apply fhe brakes
(Main wheel brakes are fooLoperated, nose wheel brake IShandopereted)
b. If already airborne, retract the landing gear as soon a5 possibk. keep the
nope down, and use the rudder es necessary to mamtain dir&on until the
rudder him can be adjusted. Continue around the pattern, turning m the
dire&on of the good engine Mintmum smgle engine speed 16260 kmlhc (160
vhl.

Climb
a The best climbing speeds are given n the take-off and climb chart in
Appendix 1

General Flylnp Charaeterfatks

a StabMy
(1) This airplane has good aileron control at all aftnuder,and
WI do a good slow roll
(2) The arpfane holds its speed in tight tum~ much longer
than convenbonai types
(3) In climblog or turning. automatic slots in the leadng edge
of the wing open when the speed drops to 450 kmlhr (280
mph, Slots open a, 300 km,,,, ,185 mph) when the a,rplane
ISin a gllding angle
b Tr,m Changes The stabiilzer trim control should not / be used when galng
 into or pullmg out of a die
moved up and down by an
lever Thus a sl,ght deflectlo”
causing the rhlp to nose over
c Changing Power in Flgbt:
The reason for thy 1s that the entire stabikzer 1s
electric motor drove actuated by the him control
has a large effect and ti 1s easy to over control,
or pull up more abruptly than intended
Move the throttles slowly forward or aft

stalls
a Stalling charactensbcs are good, there being no bad tendencies to fall off
IntO a spm

a No splnr are to be attempted wdh this a,Qkne

a No acrobat& are to be performed

a There IS reported to be no flutter while diving, possibly due to the h!gh

poribon of the horizontal stabillrer in relation to the wing.
b. Speeds of 950 kmlhr (590 mph) are repolted to have been attained m a
shallow dive 20 to 30 degrees from the hodzontal. No vedical drves were
made At speeds of 950 to 1000 kmlhr (590 to 620 mph) the air flow around
the arcraft reaches the speed of wound, and 1 is repoded that the control
surfaces no longer effect the dwton of flight. The resuits vary wlh different
arplanes; same wmg over and dive while others dive gradually. k 15 also
reported that once the speed of sound is exceeded. this condtitons disappears
and normal control is restored.

True A,r Speed (Indlcated)Max speed, 20 to 30 950 km/hr (590 mph1

dearee dw
Take-cff wRh full losd (no bombs) 160 202 kmlhr (112
127 moht
Crumg speed 750 kmlhr (465 mph)
Max speed. level flight 630 kmlhr(515 mph).
Landing approach 250 kmlhr(155 mph)
Stalhng speed with full fuel load, fandlng gear 202 kmmlhr (125 mph)
and flaps down
 The night dutin of the airwail vario from 45 to 90 min. Time of f@ht at low
akitudes (below 10.000 to 12,000 ft) b 45 to 50 min. At alttluda above 12,WO ft
the time of night is 60 to 90 min. The increased cf6cttncy wtih altitude is a nsuii of
decreased air pressure

TOtU,h~htUnlt~flt#h4
a. Training M test nights.
(1) Close throttb to tiling p&ion.
(2) Turn off fuel pump. allowing rpm, to decease
(3) Fuel setector valve oW
(4) Thmttte dosed.
(5) Press ignkion bti” throttle for fii rcleondr.

a. Do not stad above 4 km (WI0 ft) because of fire hazard

(1) Reduce airspeed to 3W kmihr (166 mph).
(2) Throttle closed.
(3) Turn on fuel pump.
(4) Press ignMn button thmttk until fpm hcnaw by IMO
(5) Opn fuel =&dor valve.
(6) Advanca throttle skwly to idling m.
(7) Release ignit+~n button when rfhn is constant.
(6) Adjust rpm to that of other unil

a. Normal landing Do not lower landing gear above 400 km,% (246 mph) II
may be expected that the nose will rise sharply a6 the landing gear starts
down, but once the wheels are in landing position the aircraft wil assume a
normal attitude by retrimming stabiliier. The landing approach is made at 250
kmlh (155 mph). Use fiaps as needed and csiiy 6000 to 7M)O rpm so that
thmttles can be opened quickly in case of s go around
t&a If rpm is less than 6000. any advance in throttle must ba msda &wly to
7000 rpm before opening wide. The airplane stalls at 160 to 202 bnh (112 to 125
mph). In MS? of a very short flflht m which the fuel has not all ban used from tha
auxiliary tanks. use caution in landing as the allowable IsndKlg weight C exceeded
due to the fuel load
b Take.off if landmg is not mmpleted
(1) H 6W0 to 7000 rpm or wel has betn maintained on the
approach. open throU!esfully in gang around
 Note If rpm has fallen below 6000 R D necessary to bring the units up to 6000 to
7000 rpm slowly, lust as ,n takeoff before openmg throttles.
(2) Brake and retract IandIng gear
(3) Gradually raw Raps to take-off setbng of 20 Grad

stq#n!J unlts:
(1) Close throttles completely and press KJnRlon buttons
(2) Shut off fuel selector v&es.
(3) Open fuel dump valve switches In the event that power
unRs should begin to bun. pull starter handles, re-ignite
power plant and then repeat above shutting down process

mfor~ Lwlng the Pit&S ccmlprbnant

a Turn off all switches

s4cthJ
fllgm opratlng da:
Enpine cp~attng data:
Airplane Model Me - 262 A.1
En(li~Mc&lJumoWII
Condtilon Exhaust Temperature Fuel pump pressure
Maximum 650 Degree Celsius 80 kg/cm’
Mmmum 50 kg/cm’

Pul Cm&
Jet engmea AN-F-32
Rledel stafleps AN-F-32 (wth 1R pt of engine 01 added to each gallon)
Oil Grade AAF Spec NO 3606

Operating Condition RPM Time Llmtt

Takeoff a70ot/-200 5 min
Mllmy a700+,-200 10 min
Max tO”tln”O”S a400
(909b) -.

Ah Spred C~~recttm Data:

,tnformat,on not sva,lable pendIng “,ght ,es,s)
6ectbn4
EnwgWcy OpraWg hsbuliow:
t=llgMoncmJetunk
a The aircrafi wilt fly at 450 to 500 km/h (280 to 310 mph) on one jet unt X
*peak5 besl we, 3 km (10,cm ft).
b The mmlmum smgk engine speed of 260 kmh can only be reached by
climbing too staaptyoiwlm landing gear down
G Bank only m the dracbon of the good let unit unless speeds over 260 km/h
(160 mph) are maintamed.

Emar#4ncy BhuIdmv~ of JeI Unk durinq flbm:

a Jerk throttle closed
b Turn fuel pump off
c Turn fuel selector valveoff

Emor@wicy Opmtlon d Lmdkq War and Flap:

a Compressed air 6 used for emergency opera&on il bwera the no88 wheel
and main landing gear feiong. The man gear falk and locks by the influence
of gravQ If L does not immedfately lock I can be helped by ude-sllppmg
Both the bndmg gear and the f!apr kwer more quzldy by the “se of
compressed ar than hydraulically The main gear goes down in 2 to 3 MC
and the nose wheel gws down I” 5 to 10 sec.
NOW Two to three turns of the air valve are necedaaty to put Cdmpre6Sed air into
operaon

tire Bbatil during TakrcIl # bndh:

a Keep the anplane sbaght by using corresponding thfotiles and applymg
opposte brakes until the airplane comes to a atop

BallOut:
a. Pull the emergency handle for co&&l canopy nka$e Ball out to one tie
Wad appmx~matelytwo seeMnd6 before pulling the np cord

L&in(lWithorUJ~Uunu:
a Approach the fald, turning in the dir&an of the goad jet unti
b Lower the bndlng gear by compressed air (two complete turns of ilk v&e)
when 3 to 4 km (2 to 2.5 miles) out on the landing approach Main gear goes
down 1” 2 to 3 sec. and the “0% wheel goes down m 5 to 10 Set
c Lower flaps as needed. as the airplane WIIInot go aiound agam on one )et
 d When the landing gear has been lowered by mmpreswd air, the landing
gear down button must be pressed when the jet unls are running, before the
next takeoff

a In Starting
(1) The Riedel Motor does not start: The ekctro-motor in the
Riedel is tumrng the jet unit over skwly. The voltage should
read 20 VoR, in which case do not use the states switch for
more than 10 set to avoId burning out the electro-motor.
(2) The Riedel motor sounds as if % were runnmg. but the
rpm is lnduated with the tachometer in the lowspeed range.
(a) Tachometer inoperative
(b) Starter claw is broken.
(3) The lgndion does not respond immediately; press the
ignition button several times If ignfton finally takes place.
long lkmes will come out of the jet unit This will alw
happen il fuel has prevlaus~ run into the jet unti. These
flames will blow out.
(4) The igntiion is acctientalty turned on when the jet unit is
stopped, and flames come out of the unit. The ignition
should be released and the Riedel motor started 60 that the
afr f!.nv will extinguish the flames. If the Riedel motor is not
used. a mechanic can either blow compressed air through
the un6 from the front or use a flre-extmguaher at the rear.
b In Flight Indicated by
C) Drop m rpm
(b) Drop m fuel pressure.
(c, Drop m gas pressure.
(d) Drop m tail-pipe gas temperature and traling wh#e smoke
CCVJSCO:
(a) Throttle pulled back further than idling postiion
(b) Stoppage of fuel supply.
(c) lnsuffluent injectton pressure at high Mudes.
(2) Broken vanes m jet unR Indicated by, Vibration of the
unit
Action: Turn off the jet to prevent the fuel lines from breaking and causing a fire
(3) Damaged turbine starter vans
 (a) Fuel pceswre increases npdly.
(b) Gas pressure inwaases rapidly.
(c)Gas temperature increases npkdly.
AldbmTumdfttmjotlmnbm~uold~~
(4) Injection nozde doggad: indwd’by:
(a) Fuel ptecwn increases rapidly.
(b) Gas temperature is abnormally high or bw.
AcnbMlumdftha)dun6tfilmedlamyto~vomftm.
(5) Lm6 of 01 or oil pump inopntie:
hdkddby:
(a) RPM wrge~ upward

(a) Fuel preuun inbmarr~ npWj

[b)Gsstempantum increases rapaly.
,c) Gas tampamtm increases rapSly.
klbn:TWidfWNJ@tWdl -iytoJvc4dnfo.
(7) Landing gear retractian tmubk:
(a) H the landing gear does not coine up when the button i6 aain pressed.
reduce the speed to 160 mph and suddenly push down tha no%%
(b) If the s@nal famp does not work the ntmctsn of the landing gear can be
checked as follows:
(1) If a cl!qht rush of air is heard and the I@& ic 405 to 435
mph, the nose wheel ia still down.
(2) If a strong nmh of ak is heard md tha rpwd k 280 to
310 mph. the entire fanding gear is stilt down.

- “..-‘-
t-lut!g and venulrtln(l:
a Heating of the cc&p#. is obtained by operation of the COntrOlmafked “&bin
tar’. (sea fg. 1.11).
b. Ventilabng is aoxmpkhed by opening a small air scoop on the uppr left of
 (he fwlage just fomard of the canopy. The scoop is operated by means of a
cO”tml lever. (See fig. 1.15)

Oxygen Syskm:
a This IS a standard low pressure oxygen system whh a diluter demand
oxygen pressure breathing regulator. Type A-14
b Normal oxygen pressure (fig Z-13) is 4OOto 450 lb./w in

Communkatlons EqulpmW
a The airplane has a standard installations of an SCR .522 transmtier and
receiver wtth a BCdOZA control box.

Lenglhc4rmvay
wlh 475 gal fuel (No bomb load) COllCEte Grassstnp
Takecoff 3750~4350 R 4350.5250 R.
Landing 3750.4350 A. 3150.3750 R
wtih 526 gal of fuel
Take-off 4350.4950 R. 4950~5650 R
Landing 4350 - 4950 a. 3750.4350 R

nlgm:
AMhXb True Climbing Speeds (Indkated)
0 to 4 km (0 to 13.000 R ) climb at 450 kmlh (279 mph)
4 to 6 km (13,000 to 19,700 R) climb at 500 km/h (310 mph)
6 k 8 km (19.700 to 26,200 fl) climb at 550 km/I (342 mph)
6 to 10 km (26,200 to 32.6W It) chmb at 600 650 km/h (372 to 403
mph)

lkms cf typkrl Lcudlw:

F”e, . -I .-..1... - . . . _li_.i_ --- -----See fuel graph
Ammunlbon .-.---- See Ammuntion and ballast graph
Ba,,& - ...-..- _I- ...- ~I_ --See Ammunibon and ballast graph
Jettisonable Tanks-- -..-(Two) 66 lb. at slaben 93 31
Jettlsonable Tank Hanging F&in$$ -22 lb. at 61aton 93 31
To dew center of graviiy m palcent of mean atrcdynamlc chord
army 136 43 x=%MAC7606
Nab Most fofward alk*rabfe cwter of gnvtiy B 185 % MAC Most redward
allowable venter of gravdy is 30% MAC